Unmanned or optionally manned vehicle, system and methods for determining positional information of unmanned or optionally manned vehicles

ABSTRACT

Some embodiments are directed to an unmanned vehicle for use with a companion unmanned vehicle. The unmanned vehicle includes a location unit that is configured to determine a current position of the unmanned vehicle. The unmanned vehicle includes a path planning unit that generates a planned path. The unmanned vehicle receives a planned path of the companion unmanned vehicle and a current position of the companion unmanned vehicle. The unmanned vehicle includes a position unit that is configured to determine a relative position between the unmanned vehicle and the companion unmanned vehicle based on at least the planned paths and the current positions of the unmanned vehicle and the companion unmanned vehicle. The unmanned vehicle also includes a control unit that is configured to control a movement of the unmanned vehicle based on at least the relative position between the unmanned vehicle and the companion unmanned vehicle.

PRIORITY INFORMATION

This application claims priority to provisional Application 62/291,344filed on Feb. 4, 2016. The substance of Application 62/291,344 is herebyincorporated in its entirety into this application.

BACKGROUND

The disclosed subject matter relates to unmanned vehicles or optionallymanned vehicles, systems and methods for controlling unmanned vehiclesor optionally manned vehicles. More particularly, the disclosed subjectmatter relates to systems and methods for estimating distance betweenunmanned vehicles or optionally unmanned vehicles; and systems andmethods for estimating distance between unmanned or optionally mannedvehicles, and obstacles.

An unmanned vehicle is a vehicle without a person on board, which iscapable of sensing its surroundings and navigating on its own. Theunmanned vehicle can operate in, but not restricted to air, water, land,and so forth. The unmanned vehicle can either be autonomous or remotelyoperated by an operator.

Optionally manned vehicles can be operated with or without a person onboard. Optionally manned vehicles may enable manual testing of thevehicles before unmanned operation or allow manual control, ifnecessary, during an unmanned mode of operation.

Generally, unmanned vehicles are vulnerable to collisions with eachother, and/or with obstacles present in their operational environments.These collisions may result from a lack of geographic information of thegiven obstacle and/or unpredictable environmental conditions. Further, agroup of two or more unmanned vehicles may have increased likelihood ofsuch collisions as each unmanned vehicle may be subject to similarchanges in environmental conditions.

SUMMARY

Unmanned vehicles are naturally in jeopardy of colliding with each other(vehicle-to-vehicle collisions) and/or with obstacles present in theiroperational environments. For example, a single unmanned aerial vehicleon its course can collide with known structures, such as, but notrestricted to, buildings, antennas, terrain, and the like. Further, asingle unmanned terrestrial, aquatic, oceanic or space vehicle cansuffer similar collisions with structures, such as, but not restrictedto, trees, rocks, bodies of water, sand banks, coral, orbital debris,and so forth.

Such vehicle-to-vehicle collisions and/or collisions between unmannedvehicles and obstacles may result from lack of geographic information ofthe obstacles or due to change in environmental conditions, such as, butnot restricted to, change in wind patterns, rain, snow, and the like.These may cause the unmanned vehicles to unpredictably veer off-courseand lead to aforementioned collisions.

Further, a fleet of unmanned vehicles may face increased possibilitiesof such collisions as each unmanned vehicle is subject to similarunpredictable changes in their operational environments.

Optionally manned vehicles can face similar problems as described abovewith reference to unmanned vehicles. Specifically, optionally mannedvehicles can suffer from collisions with each other or with obstaclesduring an unmanned mode of operation.

Some related arts mitigate vehicle-to-vehicle collisions by providingdata to a first unmanned vehicle, the data including planned paths ofother unmanned vehicles in the fleet. This planned path informationhelps in estimating positions of the other unmanned vehicle relative tothe first unmanned vehicle. These estimations of the positions of theunmanned vehicles may enable suitable modifications in the trajectoriesof one or more unmanned vehicles. However, this approach involves theassumption that each unmanned vehicle is presently on its course, andtherefore corresponding estimations of the relative positions of theunmanned vehicles may be inaccurate. For example, there may be apossibility that one or more of the unmanned vehicles may be off-coursedue to any unforeseen circumstances, such as, but not limited to,environmental conditions, hardware or software faults, etc., andtherefore, estimation of the relative positions may be inaccurate. Suchinaccurate estimation may result in vehicle-to-vehicle collisions.

It may therefore be beneficial to provide an unmanned vehicle with theplanned path data of each of the other unmanned vehicles and thecorresponding current position data. For the current position data, theunmanned vehicles can use a range of sources, such as, but notrestricted to, GPS system, relative vehicle telemetry data, terraindata, ranging tones, optical devices (cameras, stereoscopy, holographyetc.), ad-hoc peer-to-peer communication between the unmanned vehicles,and so forth.

It may therefore be beneficial to provide an optionally manned vehiclewith the planned path data of each of the unmanned vehicles and thecorresponding current position data. Optionally manned vehicles may usea range of sources similar to the ones described above with respect tounmanned vehicles for determining the current position data.

It may therefore be beneficial to provide an unmanned vehicle, a systemand a method to maintain coordination among unmanned vehicles in a fleetby sharing their planned path data and their current position data amongeach other, so that it is possible to get better estimation of distancesbetween the unmanned vehicles.

It may therefore be beneficial to provide an unmanned vehicle, a systemand a method of maintaining coordination among unmanned vehicles in afleet by providing path and current position data to at least one of theunmanned vehicles, thereby improving the estimation of distances betweenindividual unmanned vehicles and their environment.

It may therefore be beneficial to provide an unmanned vehicle, a systemand a method of controlling unmanned vehicles to impede collisionsbetween the unmanned vehicles and/or between the unmanned vehicles andobstacles, thereby reducing or eliminating losses due to damage to theunmanned vehicles suffering from collisions.

Some embodiments are therefore directed to a method of controllingmultiple unmanned vehicles, each unmanned vehicle being operativelycoupled to a controller. The method can include receiving, at thecontroller, a planned path of each unmanned vehicle and a currentposition of each unmanned vehicle; determining, by the controller,relative positions of the unmanned vehicles with respect to each otherbased on the planned path and current position of each unmanned vehicle;and controlling, by the controller, a movement of each unmanned vehiclebased on at least the relative positions of the unmanned vehicles.

Some other embodiments are directed to an unmanned vehicle for use witha companion unmanned vehicle, the unmanned vehicle including a locationunit that is configured to determine a current position of the unmannedvehicle; a path planning unit that is configured to generate a plannedpath of the unmanned vehicle; a communication unit that is configured towirelessly communicate with the companion unmanned vehicle, thecommunication unit further configured to receive a planned path of thecompanion unmanned vehicle and a current position of the companionunmanned vehicle; a position unit that is configured to determine arelative position between the unmanned vehicle and the companionunmanned vehicle based on at least the planned path of the unmannedvehicle, the planned path of the companion unmanned vehicle, the currentposition of the unmanned vehicle, and the current position of thecompanion unmanned vehicle; and a control unit that is configured tocontrol a movement of the unmanned vehicle based on at least therelative position between the unmanned vehicle and the companionunmanned vehicle.

Yet other embodiments are directed to a system including multipleunmanned vehicles spaced from each other. The system including theunmanned vehicles, wherein each of the unmanned vehicles can include alocation unit that is configured to determine a current position of theunmanned vehicle. The system including the unmanned vehicles, whereineach of the unmanned vehicles can include a path planning unit that isconfigured to generate a planned path of the unmanned vehicle. Thesystem including the unmanned vehicles, the system can include acontroller disposed in communication with the unmanned vehicles. Thecontroller is configured to receive the planned path and the currentposition of each of the unmanned vehicles; determine relative positionsof the unmanned vehicles with respect to each other based on the plannedpath and the current position of each of the unmanned vehicles; andcontrol a movement of the corresponding unmanned vehicle based on atleast the relative positions of the unmanned vehicles.

Some other embodiments are also directed towards a system includingmultiple optionally manned vehicles and a controller operatively coupledto each of the optionally manned vehicles. Each of the optionally mannedvehicles communicates its planned path and its current position with thecontroller. The controller is configured to determine relative positionsof the optionally manned vehicles with respect to each other based onthe planned path and the current position of each of the optionallymanned vehicle. The controller is further configured to control themovements of the optionally manned vehicles based on their relativepositions in order to impede or prevent collisions between them and/orcollisions between the optionally unmanned vehicles and one or moreobstacles.

As mentioned above, current related art technologies either do notshare, or share only in a limited portion their positions, paths, and/orcalculated future positions and/or trajectories. This can limit theability of an unmanned or optionally manned vehicle to accuratelypredict the estimated path of a neighboring vehicle, leading topotential collisions, etc.

Some of the disclosed embodiments address this problem by performingfull planned path analyses individually, and sharing each planned pathwith one or more of its neighboring vehicles. For example, rather thansimply informing a neighboring vehicle of the vehicle's position, it mayrelate speed, altitude, velocity, etc. More importantly, however, isthat the vehicle could relate a fully calculated path trajectory (suchas a spline, parametric vector, or any other means of relating theobjective trajectory). This information can allow the vehicles to fullyre-calculate their individual planned paths, or to perturbatively adjusttheir own planned paths incrementally as their neighbors' paths deviateor are updated for any number of reasons.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosed subject matter of the present application will now bedescribed in more detail with reference to exemplary embodiments of theapparatus and method, given by way of example, and with reference to theaccompanying drawings, in which:

FIG. 1 is an exemplary system of unmanned vehicles in accordance withthe disclosed subject matter.

FIG. 2 illustrates components of the unmanned vehicle in accordance withthe disclosed subject matter.

FIG. 3 is a method for controlling movement of unmanned vehicles inaccordance with the disclosed subject matter.

FIG. 4 is a method for controlling movement of unmanned vehicles inaccordance with the disclosed subject matter.

FIG. 5A is a schematic of unmanned vehicles travelling along plannedpaths in accordance with disclosed subject matter.

FIG. 5B is a schematic of unmanned vehicles encountering an obstacle inaccordance with disclosed subject matter.

FIG. 5C is a schematic of unmanned vehicles detecting a potentialcollision in accordance with disclosed subject matter.

FIG. 6 is a computer system that can be used to implement variousexemplary embodiments of the disclosed subject matter.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

A few inventive aspects of the disclosed embodiments are explained indetail below with reference to the various figures. Exemplaryembodiments are described to illustrate the disclosed subject matter,not to limit its scope, which is defined by the claims. Those ofordinary skill in the art will recognize a number of equivalentvariations of the various features provided in the description thatfollows.

I. Unmanned Vehicle

FIG. 1 is an exemplary system 100 of unmanned vehicles, in accordancewith the disclosed subject matter.

FIG. 1 illustrates the system 100 that includes unmanned vehicles 102a-n, hereinafter referred to as an unmanned vehicle 102. The unmannedvehicle 102, and embodiments are intended to include or otherwise coverany type of unmanned vehicle, including an unmanned aerial vehicle, anunmanned terrestrial vehicle, a drone, a gyrocopter, an unmanned oceanicvehicle, etc. In fact, embodiments are intended to include or otherwisecover any type of unmanned vehicle that may stay geostationary in thesky and also fly at a considerable height. The unmanned vehicle 102 ismerely provided for exemplary purposes, and the various inventiveaspects are intended to be applied to any type of unmanned vehicle. Inalternative embodiments, the system 100 can include one or moreoptionally unmanned vehicles.

In some embodiments, the unmanned vehicle 102 can be optionallycontrolled by an operator present at a base station 104. In some otherembodiments, the unmanned vehicle 102 may be autonomously controlledbased on a predetermined control strategy. In yet other embodiments, theunmanned vehicle 102 may be semi-autonomously controlled, which involvesan operator entering and/or selecting one or more attributes andsubsequent autonomous control of the unmanned vehicles 102 based on theentered and/or selected parameters. In fact, embodiments are intended toinclude or otherwise cover any type of techniques, including known,related art, and/or later developed technologies to control the unmannedvehicle 102.

For operating purposes, the unmanned vehicle 102 and its components (notshown) can be powered by a power source to provide propulsion. The powersource can be, but not restricted to, a battery, a fuel cell, aphotovoltaic cell, a combustion engine, fossil fuel, solar energy, andso forth. In fact, embodiments are intended to include or otherwisecover any type of power source to provide power to the unmanned vehicle102 for its operations.

In some embodiments, the unmanned vehicle 102 can have, but notrestricted to, rotors, propellers, and flight control surfaces thatcontrol movements and/or orientation of the unmanned vehicle 102, andthe like. In fact, embodiments are intended to include or otherwisecover any other component that may be beneficial to control the unmannedvehicle 102.

Further, in some embodiments, the unmanned vehicle 102 can also include,but not restricted to, a processor (not shown), a memory (not shown),and the like. In some embodiments, the processor of the unmanned vehicle102 can be a single core processor. In alternate embodiments, theprocessor can be a multi-core processor. Embodiments are intended toinclude or otherwise cover any type of processor, including known,related art, and/or later developed technologies to enhance capabilitiesof processing data and/or instructions. The memory can be used to storeinstructions that can be processed by the processor. Embodiments areintended to include or otherwise cover any type of memory, includingknown, related art, and/or later developed technologies to enhancecapabilities of storing data and/or instructions.

In an embodiment, the system 100 including the unmanned vehicles 102 ato 102 n may be a fleet of unmanned vehicles that may execute a missionin a coordinated manner. The mission may involve flight between twopositions, carrying a payload to a destination, surveillance orsurveying of an area, tracking a target, and so forth. Therefore, eachof the unmanned vehicle 102 in the system 100 may be a companionunmanned vehicle of the other unmanned vehicles 102.

In the exemplary system 100 as shown in FIG. 1, a planned path isgenerated for each of the unmanned vehicles, based on one or moreparameters, such as, but not restricted to, a starting position, adestination, mission requirements (surveillance, tracking etc.), no-flyzones, power consumption, travel time, fuel availability, efficiency,stealth, wind speeds and direction, and so forth.

The planned path can include a series of positions, speeds, altitudes,headings or orientations, and the like. Further, each position may belinked to a corresponding speed, altitude and heading. A first positionin the series may be the source, while last position may be thedestination.

In an example, the starting position may be position “A” (shown in FIG.5A), while the destination may be position “B” (shown in FIG. 5A). Insome cases, the mission may involve a round trip, and therefore,position “A” may coincide with position “B”. The planned path for theunmanned vehicle 102 may be an optimal path between positions “A” and“B” in terms of travel time, power requirements, collision avoidance,jurisdictional requirements, mission requirements, weather etc. Theplanned paths may also be segmented, such as a first planned path fromposition “A” to site 1 (not shown), a second planned path from site 1 tosite 2 (not shown), and a third planned path from site 2 to position“B”.

In case the mission is executed as planned, the unmanned vehicle 102follows the corresponding planned paths during the mission. However, oneor more of the unmanned vehicles 102 may go off course due to variousreasons. In one exemplary scenario, the unmanned vehicle 102 maydetermine that the original planned path is optimal, but it has goneslightly off course within some threshold of position, speed or anyother parameter, and needs to devise an intermediate planned path tobridge the gap between its current position and the original plannedpath. In another scenario, the vehicle may calculate a new planned pathdistinct from the original planned path, for example, if the unmannedvehicle is massively off course and it is difficult to return to theoriginal planned path. However, calculating a new planned path expendssubstantial computational resources and time. For example, in case of afleet, such as the system 100 illustrated in FIG. 1, if the unmannedvehicle 102 a re-calculates a new planned path, one or more of thecompanion unmanned vehicles 102 b to 102 n may also need to calculate anew planned path even if the companion unmanned vehicles 102 b to 102 nare not off course in order to adapt to the new planned path of theunmanned vehicle 102 a. Thus, it may be preferable for each unmannedvehicle 102 to follow its original planned path and, if necessary, makeminor corrections in case the unmanned vehicle 102 goes off course fromthe planned path instead of re-calculating a new planned path.

In some embodiments, the base station 104 transmits data required togenerate the planned path for each of the unmanned vehicles 102, andeach of the unmanned vehicles 102 generates a planned path of its ownbased on the data provided by the base station 102. The unmanned vehicle102 a can transmit its planned path data to the other unmanned vehicles102 b to 102 n. This can enable the other unmanned vehicles 102 b to 102n to consider the planned path of the unmanned vehicle 102 a whilegenerating their respective planned paths, thereby enhancingcooperation, and avoiding or impeding close encounters or collisions.Close encounters can include situations where a distance between twounmanned vehicles 102 is less than a safe distance.

In other embodiments, the base station 104 can generate the planned pathof each of the unmanned vehicles 102 and transmit the planned paths toeach of the unmanned vehicles 102 with their own planned path data andplanned path data of the other unmanned vehicles 102 in the fleet inorder to impede or avoid future collisions.

In some embodiments, each of the unmanned vehicles 102 can generate anew planned path. Various factors, such as, but not restricted to, wind,rain, other environmental factors, and/or equipment faults may cause thevehicle to veer off its planned path. In such situations, the vehiclemay generate a new planned path or modify the original planned path soas to effectively accomplish the mission requirements and/or enhancecooperation between the companion unmanned vehicles 102. A furtherinstance where it may be beneficial for the unmanned vehicle 102 torecalculate its planned path is where there is a change in missionrequirements or certain mission objectives have been accomplished orhave become unnecessary. Additional examples of events which may causethe unmanned vehicle 102 to generate a new planned path include theunmanned vehicle 102 being close to the end of its current path, theunmanned vehicle 102 detecting a close encounter or possible collisionwith a companion unmanned vehicle 102, and any change in coordinationparameters between the unmanned vehicles 102 in the system 100. Suchcoordination parameters may include designating one of the unmannedvehicles 102 in the system 100 as a team leader and the other unmannedvehicles 102 as followers. In case the unmanned vehicle 102 designatedas the team leader generates a new planned path, the other unmannedvehicles 102 may also generate corresponding new paths.

The unmanned vehicle 102 may then be equipped with the knowledge of itsown planned path and the planned path data of the other unmannedvehicles 102 in the system 100. Therefore, each unmanned vehicle 102 inthe system 100 can determine a possibility of a close encounter or acollision. After generating its own planned path, an unmanned vehicle102 can, for example, compare its planned path to the planned paths ofthe other unmanned vehicles 102 in order to determine whether a closeencounter or a collision is likely to occur. If the unmanned vehicle 102does not detect a potential close encounter or a collision, it willcontinue to travel along its planned path. If, on the other hand, aclose encounter or a collision is detected, a corrective action can betaken which is not disruptive to the mission of the unmanned vehicles102. Only one of the unmanned vehicles 102 may need to adjust itsplanned path in order to avoid a close encounter or a collision withanother unmanned vehicle 102. The unmanned vehicle 102 may makeadjustments, such as, but not restricted to, a temporary speedadjustment, a temporary altitude adjustment, an evasive horizontalprofile adjustment, and so forth.

In order to optimize cooperation between the unmanned vehicles 102, theplanned path data includes sufficient data for a recipient of theplanned path data to determine the expected future position of theunmanned vehicle 102 that transmitted the planned path data. In anembodiment, the data, which enables the determination of the expectedfuture position of any one of the unmanned vehicles 102, can include,but not restricted to, an absolute time at the start of the plannedpath, a flight time specified by the path, data to determine a speedprofile of the path, data to determine an altitude profile of the path,data to determine a horizontal (i.e. a top view) profile of the path,data to determine a heading along the path, and so forth. The horizontallocation (i.e., latitude and longitude) of the unmanned vehicle 102 atany horizontal distance in the path can be determined using this data.Further, data to determine the altitude profile can include, but notrestricted to, an initial altitude of the path, a climb slope used forclimb operations, a descent slope used for descent operations, and thelike. The altitude of the unmanned vehicle 102 at any horizontaldistance into the path may be determined using the aforementioned data.

Further, each of the unmanned vehicles 102 may also determine itscurrent position data. The current position can include variousparameters, such as, but not restricted to, a current location, acurrent altitude, a current speed and a current heading or orientation.The current location may include a latitude and a longitude of theunmanned vehicle 102. Moreover, each of the unmanned vehicles 102 maycommunicate its current position, through a communication network 106,to the base station 104.

Each of the unmanned vehicle 102 may be further configured tocommunicate with the other companion unmanned vehicles 102. In someembodiments, the unmanned vehicle 102 may communicate with othercompanion unmanned vehicles 102 through, but not restricted to, acommunication network such as the communication network 106 of thesystem 100.

In some other embodiments, the communication network 106 may include adata network such as, but not restricted to, the Internet, local areanetwork (LAN), wide area network (WAN), metropolitan area network (MAN),etc. In certain embodiments, the communication network 106 can include awireless network, such as, but not restricted to, a cellular network andmay employ various technologies including enhanced data rates for globalevolution (EDGE), general packet radio service (GPRS), global system formobile communications (GSM), Internet protocol multimedia subsystem(IMS), universal mobile telecommunications system (UMTS) etc. In someembodiments, the communication network 106 may include or otherwisecover networks or subnetworks, each of which may include, for example, awired or wireless data pathway. The communication network 106 mayinclude a circuit-switched voice network, a packet-switched datanetwork, or any other network capable for carrying electroniccommunications. For example, the network may include networks based onthe Internet protocol (IP) or asynchronous transfer mode (ATM), and maysupport voice usage, for example, VoIP, Voice-over-ATM, or othercomparable protocols used for voice data communications. In oneimplementation, the network includes a cellular telephone networkconfigured to enable exchange of text or SMS messages.

Examples of the communication network 106 may also include, but notlimited to, a personal area network (PAN), a storage area network (SAN),a home area network (HAN), a campus area network (CAN), a local areanetwork (LAN), a wide area network (WAN), a metropolitan area network(MAN), a virtual private network (VPN), an enterprise private network(EPN), Internet, a global area network (GAN), and so forth. Embodimentsare intended to include or otherwise cover any type of communicationnetwork, including known, related art, and/or later developedtechnologies to communicate with other unmanned vehicles 102 or the basestation.

Moreover, the base station 104 can be a fixed base station or a mobilebase station. In some other embodiments, the mobile base station mayinclude, but not restricted to, an unmanned aerial vehicle, an unmannedterrestrial vehicle, and the like. It may also be contemplated that thebase station 104 may be, but not restricted to, an electronic device,such as a smartphone, a laptop, a remote control device, and the like.In fact, embodiments are intended to include or otherwise cover any typeof base station, including known, related art, and/or later developedtechnologies to communicate with the unmanned vehicles 102.

Further, the functioning of the unmanned vehicle 102 is described inmore detail below in conjunction with FIG. 2.

II. Functioning of the Unmanned Vehicle

FIG. 2 illustrates components of each of the unmanned vehicles 102, inaccordance with the disclosed subject matter.

In some embodiments, the unmanned vehicle 102 can include, but notrestricted to, a detection unit 202, a path planning unit 204, alocation unit 206, a position unit 208, a communication unit 210, and acontrol unit 212. In fact, embodiments of the disclosed subject matterare intended to include or otherwise cover any number of components inthe unmanned vehicle 102 to control the unmanned vehicle 102 in aplanned way.

In some embodiments, the unmanned vehicle 102 can have a controller 214which includes, but not restricted to, the detection unit 202, the pathplanning unit 204, the location unit 206, the position unit 208, thecommunication unit 210, and the control unit 212. The controller 214controls various operations of the unmanned vehicle 102 including, butnot limited to, a movement of the unmanned vehicle 102, controlling andcoordinating operations of various components of the unmanned vehicle102, interfacing with other unmanned vehicles 102 and processinginformation from the base station 104. In fact, embodiments of thedisclosed subject matter are intended to include or otherwise cover anytype of controller, including known, related art, and/or later developedtechnologies to control the unmanned vehicle 102.

In some other embodiments, the base station 104 has a controller (notshown), that receives and transmits planned path data and currentposition data to the unmanned vehicles 102. The controller of the basestation 104 may also perform other operations, such as, remotelycontrolling one or more unmanned vehicles 102, enhancing coordinationbetween the unmanned vehicles 102 of the system 100, and so forth.

In some embodiments, the detection unit 202 has an imaging unit 216 thatcan be configured to capture images of obstacles and terrain. Forexample, the imaging unit 216 may capture images of a building fromvarious perspectives. In some other embodiments, the imaging unit 216can be configured to capture videos and/or motion images of theobstacles. In fact, embodiments of the disclosed subject matter areintended to include or otherwise cover any type of imaging unit 216,including known, related art, and/or later developed technologies tocapture images and/or videos.

In some embodiments, the detection unit 202 can be configured togenerate stereoscopic images by using the captured images of, but notrestricted to, obstacles, terrain, and the like. The detection unit 202may use various stereoscopic photographic techniques that uses thecaptured images to generate the stereoscopic images. The images, thatare captured from slightly different angle by the unmanned vehicle 102,are combined to generate stereoscopic images to provide spatial depthand dimension. In some embodiments, the stereoscopic images can be threedimensional (3D) images.

In addition, the detection unit 202 can include, but not restricted to,infrared detectors, RADAR, object sensors, proximity sensors, and thelike. The detection unit 202 can be configured to detect anotherunmanned vehicle or fleets which are not a part of the network and canessentially be considered as a hazard, and each of the unmanned vehicles102 can act accordingly to divert its course while maintaining the sameplanned path strategies within a given fleet to avoid or impedeinter-fleet collisions. In some embodiments, the detection unit 202 canbe configured to detect and/or determine the structural parameters ofthe obstacle. The structural parameters may be, but not restricted to,height, width, length and so forth, of an obstacle.

Further, the path planning unit 204 can be configured to generate aplanned path of the unmanned vehicle 102 by using data received from thebase station 104. The planned path data received from the base station104 may include, but not restricted to, a speed profile of the unmannedvehicle, an altitude profile of the path, a horizontal profile of thepath, time of flight, a target and/or destination, and the like.

In some embodiments, the location unit 206 can be configured todetermine current position data of the unmanned vehicle 102. In someembodiments, the location unit 206 determines the current position byvarious methods, including, but not limited to, satellite navigation,relative vehicle telemetry, optical imaging, ranging tones, ad-hocpeer-to-peer communication between the unmanned vehicles 102, terraindata in conjunction with vehicle elevation data, inertial navigation, ora combination thereof. Terrain data may be obtained from varioussources, such as United States Geological Survey (USGS). The currentposition data may include various parameters, but not restricted to,current latitude, current longitude, and current altitude. The currentposition data can additionally include current heading, current speed,yaw angle and/or velocity, pitch angle and/or velocity, roll angleand/or velocity etc. In fact, the current position data is intended toinclude or otherwise cover any type data that is required to determinethe current position of the unmanned vehicle 102.

In some embodiments, the location unit 206 may include one or moredevices, including, but not limited to, a satellite navigation module,such as a Global Positioning System (GPS), an inertial navigation unit,and the like to determine the current position of the unmanned vehicle102. In fact, embodiments of the disclosed subject matter are intendedto or otherwise include any type of devices to determine currentposition of the unmanned vehicle 102. In an embodiment, the inertialnavigation unit may include one or more accelerometers and gyroscopesfor determining the current position including the heading based onacceleration values measured in different axes.

In some embodiments, the location unit 206 can also determine thecurrent position of the unmanned vehicle 102 based on signals from theimaging unit 216. In an example, the location unit 206 may compareimages of a landmark (not shown) in the planned path of the unmannedvehicle 102 with the images captured by the imaging unit 216 anddetermine the current position of the unmanned vehicle 102. A positionof the landmark may be predetermined and included in the planned pathdata. Further, the images of the landmark may be stored in the memoryassociated with the unmanned vehicle 102.

In some embodiments, the position unit 208 can be configured todetermine a relative position of the unmanned vehicle 102 with respectto the other unmanned vehicles 102 of the system 100. The position unit208 may use the determined current position data of the unmannedvehicles 102 in order to calculate relative position of the unmannedvehicle 102. In some embodiments, the position unit 208 of the unmannedvehicle 102 can determine a relative orientation of the unmanned vehicle102 with respect to the other unmanned vehicles of the system 100. Inother embodiments, the position unit 208 and the location unit 206 maycoordinate with each other to determine the relative position of theunmanned vehicle 102 with respect to the other unmanned vehicles 102.The position unit 208 can further determine relative distance betweenthe unmanned vehicle 102 and the other unmanned vehicles 102 of thesystem 100. In an embodiment, the relative positions of the unmannedvehicles 102 can include relative distances between the unmannedvehicles 102 and relative orientations between the unmanned vehicles102. In further embodiments, the position unit 208 may estimatepotential collisions or close encounters of the unmanned vehicle 102with the other unmanned vehicles 102 and/or obstacles.

In some embodiments, the relative distance between two unmanned vehicles102 may be the distance between the two unmanned vehicles 102 in one ormore axes. In some other embodiments, the relative distance can be thedifference in altitudes of each of the unmanned vehicles. In yet someother embodiments, the relative distance can be the difference betweentheir horizontal profiles in one or more axes.

In an embodiment, the relative orientation between two unmanned vehicles102 can be the angular difference between their headings. Alternatively,the relative distance can be the difference between the angularorientations of the two unmanned vehicles 102 about one or more axes.Further, in some other embodiments, relative orientation can be thedifference between roll angles, pitch angles and/or yaw angles.

In some embodiments, the location unit 206 can use ranging tones todetermine current position of the unmanned vehicle 102. Ranging tones(also known as “maximal codes” or “optimal codes”) are long sequences ofbits that may be generated by Linear Feedback Shift Registers (LFSR's).Ranging tones are pseudo-random, and resemble white noise unless thepattern is known beforehand. Ranging tones have cyclical patterns orcodes, and are based on configurations of the LFSR's and their initialvalues. Ranging tones may include hundreds, thousands, or more bits andappear to be random, which may prevent the ranging tones frominterfering in any appreciable way with local wireless traffic. However,by knowing the cyclic code, identification of a code transmitted to acompanion unmanned vehicle 102 which relays the code signal back, ispossible. Even though the sequence of bits received from the companionunmanned vehicle 102 appears random, the chances of the code beingactual noise are almost negligible because of the precise cyclicalnature of the code. For example, the code can be 1, 2, 3, 4, 1, 2, 3, 4and so on. If the same code is received, it is a result from the firsttransmission of this code. In some embodiments, the location unit 206may use the communication unit 210 for transmission of the code andreception of the code from the companion unmanned vehicle 102.Therefore, the method of ranging tones basically involve applying theprinciple of echolocation on pseudo-random digital signals.

Upon receiving the code via the communication unit 210, the positionunit 208 in coordination with the location unit 206, may use variousparameters, such as, the speed of light, and a time required to receivethe code starting from the time of transmission, in order to determine adistance travelled in the interim. The position unit 208 may further usethe altitudes of both unmanned vehicles 102, and the time taken by aranging tone to reach the unmanned vehicle 102, in order to determine arelative distance between the unmanned vehicle 102 and the companionunmanned vehicle.

The unmanned vehicle 102 in coordination with the companion unmannedvehicle 102 may implement alternative schemes to determine relativeposition based on ranging tones. In an embodiment, the companionunmanned vehicle 102 can transmit the received code after apredetermined delay. The predetermined delay may be based on a timerequired for the companion unmanned vehicle 102 to process and relay thereceived code. In an example, the companion unmanned vehicle 102 mayrequire 100 ms to process and relay the received code. Therefore, thepredetermined delay may be 200 ms to ensure completion of the processingand relay of the code. Further, the position unit 208 can determine thedistance between the unmanned vehicle 102 and the companion unmannedvehicle 102 based on the time between transmission and reception of thecode, the predetermined delay and speed of light. In the presentexample, the position unit 208 may deduct 200 ms (the predetermineddelay) from the total time between transmission and reception todetermine the time required for the code to travel to and from thecompanion unmanned vehicle 102. Therefore, the distance can becalculated based on half of the travel time of the code and speed oflight.

In some other embodiments, the location unit 206 can use relativevehicle telemetry to determine the current position of the unmannedvehicle 102. For example, the unmanned vehicle 102 and a companionunmanned vehicle 102 may share their respective altitude values (basedon altimeter measurements) in order to determine a difference iselevation between them. Relative vehicle telemetry in conjunction withranging tones can be used to precisely determine relative distance andelevation between the unmanned vehicle 102 and the companion unmannedvehicle 102. Specifically, relative vehicle telemetry and ranging tonesenable the position unit 208 to determine all sides and angles of animaginary right triangle formed between the unmanned vehicle 102 and thecompanion unmanned vehicle 102 in three-dimensional space. For example,the difference in elevation may form an “opposite” side of the righttriangle. Exchange and processing of ranging tone may provide the“hypotenuse” of the right triangle. From this information, the“adjacent” side and all internal angles of the right triangle can bededuced, and thus relative vehicle distances can be calculated. However,various other parameters or data, such as, but not restricted to,pictures, video, acoustics, pressure, temperature, time, yaw, pitch,roll can be a part of the telemetry data shared between the unmannedvehicle 102 and the companion unmanned vehicle 102.

In yet some other embodiments, the position unit 208 in coordinationwith the location unit 206 can use ad-hoc peer-to-peer communication(point-to-point communication), to directly send and/or receive anyinformation to and/or from the companion unmanned vehicle 102, ratherthan communicating information through an intermediary, such as, but notrestricted to, the base station 104, a third unmanned vehicle, and thelike. The information that can be sent or received via peer-to-peercommunication network can be, but not restricted to, a planned pathdata, telemetry data, and the like.

In some embodiments, the location unit 206 can use US Geological Survey(USGS) terrain data in conjunction with vehicle elevation data todetermine current vehicle position. Terrain data can be used to generatea 3-D map for the unmanned vehicle 102. The unmanned vehicle 102 can usea combination of, but not restricted to, GPS data, vehicle telemetrydata and terrain data, to determine a planned path beforehand. Forexample, if one or more unmanned vehicles 102 are attempting to flyclose to the ground, it would be important to know that a mountain or ahill is fast approaching, as it requires some time to modify the plannedpath of a moving unmanned vehicle 102, notify the companion unmannedvehicles 102 of this change, and then execute the change. In someembodiments, depending on the spread of the unmanned vehicles 102,terrain data can indicate that some of the unmanned vehicles 102 need tomodify their planned path for an obstacle, while other unmanned vehiclescan continue to travel on their planned paths, if the obstacle is not intheir way. Therefore, terrain data can be used by the unmanned vehicle102 to calculate its future position, and the companion vehicle 102 canuse this information to determine the current position of the unmannedvehicle 102 by various methods, including reverse extrapolation of thefuture position data of the unmanned vehicle 102 and the terrain data.The companion unmanned vehicle 102 can also use this information inconjunction with other data sources, such as GPS data, ranging tonesetc.

In some other embodiments, the location unit 206 can use optical methodssuch as, but not restricted to, camera, stereoscopy, holography, and thelike, to determine current position of the unmanned vehicle 102. Opticalmethods can be used in any number of ways, for example, cameras can beused by an operator of the unmanned vehicle 102 to remotely determinethe current position of the unmanned vehicle 102. Alternatively, oradditionally, stereoscopic or holographic data can be compared with theUSGS terrain data to determine if the stereoscopic or holographicalperceived differences in elevation match the known terrain features,elevations, etc. in order to synchronize the unmanned vehicle 102relative to its environment. These methods can also be used to cataloguefeatures which lack any terrain data, for example, in regions such as,but not restricted to, other countries which have terrain that are yetto be surveyed. Further, the unmanned vehicle 102 can also dynamicallycalculate flight paths based on the three-dimensional assessmentprovided by stereoscopic or holographic methods. For example, two ormore unmanned vehicles may fly over an unknown terrain with appreciableseparation to generate a 3-D terrain map. This map can then be utilizedby the unmanned vehicles during a lower-altitude mission. The map can bethen used in the calculation or re-calculation of planned paths.

In some embodiments, the communication unit 210 can be configured totransmit the planned path and the current position of the unmannedvehicle 102 to the base station 104 and/or the companion unmannedvehicles 102 of the system 100. In other embodiments, the communicationunit 210 can transmit the planned path and the current position of theunmanned vehicle 102 to the base station 104 and/or the companionunmanned vehicles 102 through the communication network 106. Thecommunication unit 210 can use communication methods that can includeradio communications based on any frequency spectrum (e.g., Very HighFrequency (VHF) or Ultra-High Frequency (UHF)) and any supportinginfrastructure (e.g., satellites, cell phone towers, etc.). In fact,embodiments of the disclosed subject matter are intended to include orotherwise cover any type of techniques, including known, related art,and/or later developed technologies to transmit the planned path and thecurrent position of the unmanned vehicle 102 to the base station 104and/or the companion unmanned vehicles 102. Further, the planned pathand the current position of the unmanned vehicle 102 can be generated inany format.

In some embodiments, the control unit 212 can be configured to controlthe movement of the unmanned vehicle 102 to impede or avoid potentialcollisions based on its relative position with respect to the companionunmanned vehicles 102. For example, if the unmanned vehicle 102 is arotorcraft then the control unit 212 can be configured to control themovement of the rotorcraft by controlling the parameters such as, butnot limited to, a pitch and speed of rotor blades of each rotor, anglebetween the rotors, and the like. If the unmanned vehicle 102 is afixed-wing aircraft, then the control unit 212 can be configured tocontrol the movement of the fixed-wing aircraft by controllingparameters, such as, but not limited to, thrust from a propeller, one ormore parameters of flight control surfaces, and the like.

Though, in the description above, specific operations of the unmannedvehicle 102 has been explained in conjunction with individualcomponents, in some embodiments, the controller 214 can perform one ormore of the specific operations. In some embodiments, the controller 214of the unmanned vehicle 102 can be configured to determine the currentposition of the unmanned vehicle 102 based on data received from theposition unit 208. The communication unit 210 of the unmanned vehicle102 can receive data from the companion unmanned vehicles 102 indicativeof their respective current positions and planned paths. Thereafter, thecontroller 214 of the unmanned vehicle 102 can determine relativepositions of all the companion unmanned vehicles 102 relative to theunmanned vehicle 102. In yet other embodiments, the controller 214 canbe configured to estimate potential collisions for the unmanned vehicle102 and the companion unmanned vehicles 102 based on its currentposition and/or its planned path. The controller 214 can also controlthe movement of the unmanned vehicle 102 based on the relative positionsin order to impede or avoid collisions with the companion unmannedvehicles 102 and/or with obstacles.

In other embodiments, the controller 214 can be configured to retrieveterrain data indicative of the terrain ahead of one or more of theunmanned vehicles 102 of the system 100. The controller 214 can befurther configured to determine a dynamic path of the one or more of theunmanned vehicles 102 based on at least the terrain data, the currentposition and planned paths of the one or more unmanned vehicles 102.Further, the controller 214 can be configured to control the movement ofthe one or more unmanned vehicles 102 based on the dynamic path. In anembodiment, the dynamic path data may be substantially similar to theplanned path data. However, the dynamic path data is generated in realtime during travel of the unmanned vehicle 102 instead of beingpredetermined prior to start of a mission.

However, in some other embodiments, the controller of the base station104 can perform one or more of the above operations. Yet in some otherembodiments, a controller 214 of the companion unmanned vehicle 102 canperform one or more of the above operation. In fact, embodiments of thedisclosed subject matter are intended to include or otherwise cover anycontroller or processor that is operatively coupled to one or more ofthe unmanned vehicles 102 and can perform one or more of the aboveoperations.

In some embodiments, the controller 214 of the companion unmannedvehicle 102 can be configured to control the movement of the unmannedvehicle 102 in order to impede or avoid potential collisions based onthe planned path and current position received from the unmanned vehicle102. The controller 214 of the companion unmanned vehicle 102 can beconfigured to determine the current position of the unmanned vehicle 102by various methods, including, but not restricted to, a satellitenavigation, relative vehicle telemetry, optical imaging, ranging tones,terrain data, and the like.

In some embodiments, the controller 214 of one of the unmanned vehicles102 (for example, a leader unmanned vehicle 102) of the system 100 candetermine the current positions of each of the unmanned vehicles 102based on signals received from the other unmanned vehicles 102. Further,the controller 214 of the leader unmanned vehicle 102 can determinerelative positions of the unmanned vehicles 102 with respect to eachother based on the planned path and the current position of each of theunmanned vehicles 102. The controller 214 of the leader unmanned vehicle102 can also remotely control its movement as well as movements of theother unmanned vehicles 102 based on the relative positions. Thecontroller 214 of the leader unmanned vehicle 102 can also estimate oneor more potential collisions between the unmanned vehicles 102 based onat least their relative positions. The controller 214 of the leaderunmanned vehicle 102 can also retrieve terrain data indicative of aterrain ahead of the unmanned vehicles 102, determine a dynamic path foreach of the unmanned vehicles 102 based on at least the terrain data,the current position and the planned path of each of the unmannedvehicles, and control the movement of each of the unmanned vehiclesbased on the dynamic path of the corresponding unmanned vehicles.

In some other embodiments, the controller at the base station 104 candetermine the current position data and planned path data of theunmanned vehicle 102 and transmit it to the respective unmanned vehicle102. Further, the controller at the base station 104 can transmitcontrol signals to respective unmanned vehicles 102 such that themovements of the respective unmanned vehicles 102 can be controlledbased on the received control signals from the base station 104.

In some embodiments, the controller 214 of the unmanned vehicle 102performs various operations such as, but are not limited to, movement ofthe unmanned vehicle 102, controlling and coordinating operations ofvarious components of the unmanned vehicle 102, interfacing with otherunmanned vehicles 102 and processing information from the base station104. However, in some other embodiments, the controller of the basestation can perform one or more of the above operations. Yet in someother embodiments, the controller 214 of the companion unmanned vehicle102 or the leader unmanned vehicle 102 can perform one or more of theabove operations.

In fact, embodiments of the disclosed subject matter are intended toinclude or otherwise cover any type of techniques and/or systems ofsharing the current position and planned path data among the unmannedvehicles 102 in a fleet, so that each of the unmanned vehicle 102 in thefleet can autonomously adjust its position to impede vehicle-to-vehicleand/or vehicle-to-obstacle collisions.

III. Operation of the Unmanned Vehicle

FIG. 3 is a flowchart of a procedure 300 for controlling the unmannedvehicles 102 based on the current position and planned path of eachunmanned vehicle 102 in accordance with the disclosed subject matter.This flowchart is merely provided for exemplary purposes, andembodiments are intended to include or otherwise cover any methods orprocedures for controlling an unmanned vehicle.

In accordance with the flowchart of FIG. 3, at step 302, the controller214 of the unmanned vehicle 102 receives its own planned path data andplanned path data of each of the companion unmanned vehicles 102. Atstep 302, the controller 214 may also receive the current position ofthe companion unmanned vehicles 102. The controller 214 may receive theplanned path data from the base station 104 or one of the other unmannedvehicles 102 at step 302. In some embodiments, the unmanned vehicle 102may use various methods including, but not restricted to, ad-hocpeer-to-peer communication, vehicle telemetry, and the like to receivethe planned path data and the current position data.

The planned path of each unmanned vehicle 102 includes the speed profileof the path, the altitude profile of the path and the horizontal profileof the path. Further, the controller 214 of the unmanned vehicle 102 mayfurther determine its own current position. The current position datamay include, but not restricted to the current heading or orientation,the current speed, the current location (latitude and longitude), andthe current altitude. In alternate embodiments, the position data mayinclude any other information that is required to determine the positionof the unmanned vehicle 102. The controller 214 may use various methods,such as, but not restricted to, satellite navigation, inertialnavigation, USGS terrain data, ranging tones, relative vehicletelemetry, optical imaging, or a combination thereof. In fact,embodiments of the disclose subject matter are intended to include orotherwise cover any type of techniques and/or systems to determine thecurrent position data of the unmanned vehicle 102.

Alternatively, the controller 214 of the unmanned vehicle 102 mayreceive its own current position from the base station 104 or one or thecompanion unmanned vehicles 102.

Next, at step 304, the controller 214 determines the relative positionsof the unmanned vehicles 102 with respect to each other based on theplanned paths and the current positions of the unmanned vehicles 102.The controller 214 can determine the relative positions of the unmannedvehicles 102 by calculating the distances between the unmanned vehicles102, relative headings or orientations of the unmanned vehicles 102,speed of each of the unmanned vehicles 102. As such, the relativepositions of the unmanned vehicles 102 include relative distancesbetween the unmanned vehicles 102 and relative orientations between theunmanned vehicles 102. Further, the controller 214 may transmit therelative positions of the unmanned vehicles 102 to the base station 104.

At step 306, the controller 214 controls the movement of each of theunmanned vehicles 102 based on at the relative positions of the unmannedvehicles 102. In some embodiments, the controller 214 can furtherestimate one or more potential collisions between the unmanned vehicles102 based on at least the relative positions of the unmanned vehicles102. The controller 214 may then control the movement of the unmannedvehicles in order to impede or avoid the one or more potentialcollisions.

In other embodiments, the procedure 300 can include detecting anobstacle via at least one of the unmanned vehicles 102. The controller214 may then estimate potential collisions of one or more unmannedvehicles 102 with the obstacle based at least the current position andthe planned path of each of the unmanned vehicles 102. The controller2214 may further control the movement of each of the unmanned vehicles102 in order to impede or avoid the potential collisions.

In yet other embodiments, the procedure 300 can also include receiving,at the controller 214, terrain data indicative of the terrain ahead ofthe unmanned vehicles. The controller 214 may can then determine adynamic path of each of the unmanned vehicles 102 based on at least theterrain data, and the current position and the planned path of each ofthe unmanned vehicles 102.

Though the various steps of the procedure 300, as described above, havebeen implemented by the controller 214 of one of the unmanned vehicles102, it may be contemplated that the controller of the base station 104or the controller 214 of the leader unmanned vehicle 102 may perform oneor more of the above steps.

FIG. 4 is a flowchart of a procedure 400 for controlling the unmannedvehicle 102 and to determine positional information of unmanned oroptionally manned vehicles by using an unmanned vehicle 102 inaccordance with the disclosed subject matter. This flowchart is merelyprovided for exemplary purposes, and embodiments are intended to includeor otherwise cover any methods or procedures for controlling an unmannedvehicle.

In accordance with the flowchart of FIG. 4, at step 402, the unmannedvehicle 102 determines its planned path from the data received from thebase station 104 and determines its current position data. As discussed,the position data may include, but not restricted to, heading ororientation, latitude, longitude, and altitude. In alternateembodiments, the position data may include any other information that isrequired to determine the position of the unmanned vehicle 102.

At step 404, the unmanned vehicle 102 receives the planned path data andcurrent position data of companion unmanned vehicles 102 from the basestation 104 or directly from the companion unmanned vehicles 102. Atstep 406, the unmanned vehicle 102 determines relative positions of allthe unmanned vehicle 102 of the system 100 with respect to each otherbased on the planned path data and the current position data.

Further, at step 408, the unmanned vehicle 102 determines whether one ormore collisions between the unmanned vehicles 102 are imminent, based onthe relative positions. In case the unmanned vehicle 102 determines thatone or more collisions between the unmanned vehicles 102 are imminent,then the procedure 400 proceeds to step 410 which involves modificationof the planned paths of the concerned unmanned vehicles 102. In variousembodiments, each of the unmanned vehicles 102 can modify its ownplanned path, if necessary, in order to avoid or impede the one or morevehicle to vehicle collisions. Modification of path may includedeviating from the planned path for a time period and subsequentlytravelling on the planned path after the collisions have been averted.Alternatively, one or more of the unmanned vehicles 102 may re-calculatea new planned path or determine a dynamic path in order to impede oravoid collisions.

In case the unmanned vehicle 102 determines that there is no possibilityof collisions between the unmanned vehicle 102, then the procedure 400proceeds to step 412 and each of the unmanned vehicles 102 continuefollowing their respective planned paths.

Next, at the step 412, the unmanned vehicle 102 determines whether anobstacle is present in the vicinity. In case an obstacle is present inpath of the unmanned vehicle 102, then the procedure 400 returns to step410 where the unmanned vehicles 102 modify their respective paths, ifnecessary, to impede or avoid collisions with the obstacle. In case theunmanned vehicle 102 does not detect any obstacle, then the procedure400 moves to step 414 where the unmanned vehicles 102 continue on theirrespective planned paths to achieve the target.

At step 416, the unmanned vehicle 102 determines if a target or missionobjective is achieved. In case the target or the mission objective isachieved, then the procedure 400 returns to step 402 and repeats allsteps from 402 to 416. However, in case the target is achieved, theprocedure 400 ends.

IV. Exemplary Embodiments

FIG. 5A illustrates an exemplary scenario illustrating a system 500 ofunmanned vehicles 102 a to 102 n travelling on their respective plannedpaths 502 a to 502 n in accordance with the disclosed subject matter. InFIG. 5A, the unmanned vehicles 102 to 102 n are travelling from astarting position, illustrated as position A, to a destination,illustrated as position B. The planned paths 502 a to 502 n have beengenerated keeping in mind mission objectives and prevention of anycollisions or close encounters. Further, the planned paths 502 a to 502n may be generated such that the system 500 of unmanned vehicles 102 ato 102 n follow an energy efficient flying formation, such as aV-formation.

Further, FIG. 5B illustrates the unmanned vehicle 102 a detecting anobstacle 504 in its planned path 502 a. The unmanned vehicle 102 can usevarious methods to detect the obstacle 504, for example, opticalimaging, proximity sensors, and the like. In an embodiment, the unmannedvehicle 102 a determines presence of the obstacle 504 from sensor datagenerated by the detection unit 202 (shown in FIG. 2). As shown, upondetecting the obstacle 504 in the planned path 502 a, the unmannedvehicle 102 a deviates from its planned path 502 a in order to avoid anycollision with the obstacle 504. The unmanned vehicle 102 a may alsocommunicate a position of the obstacle 504 with respect to itself andits current position to the companion unmanned vehicles 102 b to 102 n.In other embodiments, the unmanned vehicles 102 a may use the basestation 104 or another unmanned vehicle as a relay for exchangingvarious data including current positions, planned paths and obstaclepositions.

Each of the companion unmanned vehicles 102 b to 102 n may determinerelative position of the unmanned vehicle 102 a based on the currentposition of the unmanned vehicle 102 a and respective planned paths 502b to 502 n. Further, each of the companion unmanned vehicles 102 b to102 n may further determine relative distances between the obstacle 504and themselves based on the position of the obstacle 504 received fromthe unmanned vehicle 102 a and the current position of the unmannedvehicle 102 a. The companion unmanned vehicles 102 b to 102 n may thenmodify their paths, if necessary, to avoid collisions with the obstacle504. In case the obstacle 504 is mobile (e.g., a bird), the unmannedvehicle 102 a can continue tracking the obstacle 504 and relaying thereal time position of the obstacle 504 to the companion unmannedvehicles 102 b and 102 n which in turn may update relative positionaldata of the obstacle 504 and take evasive actions, if necessary.

Moreover, the unmanned vehicle 102 a may move back to the planned path502 a after avoiding the obstacle 504. Alternatively, the unmannedvehicle 102 a may re-calculate a new planned path 506 for itself andcommunicate the new planned path 506 to the companion unmanned vehicles102 b to 102 n. The companion unmanned vehicles 102 b to 102 n maymodify their respective planned paths 502 b to 502 n accordingly toavoid any vehicle-to-vehicle collisions.

V. Other Exemplary Embodiments

FIG. 5C illustrates the system 500 including the unmanned vehicles 102 ato 102 n where the unmanned vehicle 102 a has veered off course. Theunmanned vehicle 102 a can deviate from its planned path 502 a due tovarious environmental factors, such as, but not restricted to, rain,storm, unpredictable wind patterns, and the like. Moreover, the unmannedvehicle 102 a may also deviate from its planned path 502 a due to anyhardware or software faults. As shown in FIG. 5C, a deviated path 508 ofthe unmanned vehicle 102 a may intersect the planned path 502 b of thecompanion unmanned vehicle 102 b. In other examples (not shown), thedeviated path 508 may also intersect with the planned paths of multipleunmanned vehicles. Therefore, if the unmanned vehicle 102 a continues totravel on the deviated path 508, there may be a possible collisionbetween the unmanned vehicles 102 a and 102 b.

To impede or avoid such collisions, the unmanned vehicle 102 a maytransmit its current position and planned path data to the companionunmanned vehicles 102 b to 102 n. The unmanned vehicles 102 b may thendetermine the deviated path 508 of the unmanned vehicle 102 a based onits current position and compare the deviated path 508 with its ownplanned path 502 b. Based on the comparison between the deviated path508 and the planned path 502 b, the unmanned vehicle 102 b may determinethat there is a possibility of a collision with the unmanned vehicle 102a. Thereafter, the unmanned vehicle 102 b may modify its path in orderto impede or avoid the collision with the unmanned vehicle 102 a.Further, the unmanned vehicle 102 b may also transmit informationregarding the impending collision to the unmanned vehicle 102 a. Theunmanned vehicle 102 a may then correct its course and return to itsplanned path 502 a or recalculate a new planned path to avoid anyvehicle to vehicle collisions.

It may be contemplated that the above calculations and exchange ofcurrent position data and planned path data occur iteratively in orderto correct the trajectories of all the unmanned vehicles 102 a to 102 nin the system 500 in order to impede or avoid collisions while meetingmission objectives.

In other embodiments, the unmanned vehicle 102 b may detect a suddenchange in trajectory of the unmanned vehicle 102 a leading to a closeencounter between the unmanned vehicles 102 a and 102 b. For example,the unmanned vehicle 102 b may receive the current position of theunmanned vehicle 102 a and determine that a relative distance betweenthem is below a safe threshold. The unmanned vehicle 102 b may thenexecute an avoidance maneuver to increase the distance above the safethreshold. Further, the unmanned vehicle 102 b can communicate the closeencounter scenario to the unmanned vehicle 102 a so that the unmannedvehicle 102 a may perform a similar avoidance maneuver. Once thedistance between the unmanned vehicles 102 a and 102 b increased beyondthe safe threshold, the unmanned vehicles 102 a and 102 b may eithermove back to their respective planned paths 502 a and 502 b,respectively, or re-calculate new planned paths. Moreover, suchavoidance maneuvers may be executed in an iterative manner to impede oravoid any collisions and close encounters.

The exemplary scenario, as described above in conjunction with FIGS. 5Ato 5C, are for illustrative purposes only and many alternative scenariosare possible without deviating from the scope of the disclosed subjectmatter. In fact, embodiments are intended to include or other covervarious strategies of autonomous coordination among the unmannedvehicles 102 a and 102 b based on exchanged current position and plannedpath data in order to impede or avoid vehicle to vehicle collisionsand/or collisions with obstacles.

VI. Exemplary Computer System

FIG. 6 illustrates a computer system 600 upon which an embodiment of theinvention may be implemented. The computer system 600 may be part of thecontroller 214, the control unit 212 and/or the controller of the basestation 104. In fact, the computer system 600 can be part of anycomponent of the unmanned vehicle 102. Although, the computer system 600is depicted with respect to a particular device or equipment, it iscontemplated that other devices or equipment (e.g., network elements,servers, etc.) within FIG. 6 can deploy the illustrated hardware andcomponents of the system 600. The computer system 600 is programmed(e.g., via computer program code or instructions) to control theunmanned vehicles 102 and includes a communication mechanism such as abus 602 for passing information between other internal and externalcomponents of the computer system 600. Information (also called data) isrepresented as a physical expression of a measurable phenomenon,typically electric voltages, but including, in other embodiments, suchphenomena as magnetic, electromagnetic, pressure, chemical, biological,molecular, atomic, sub-atomic and quantum interactions. For example,north and south magnetic fields, or a zero and non-zero electricvoltage, represent two states (0,1) of a binary digit (bit). Otherphenomena can represent digits of a higher base. A superposition ofmultiple simultaneous quantum states before measurement represents aquantum bit (qubit). A sequence of one or more digits constitutesdigital data that is used to represent a number or code for a character.In some embodiments, information called analog data is represented by anear continuum of measurable values within a particular range. Thecomputer system 600, or a portion thereof, constitutes a means forperforming one or more steps for controlling one or more unmannedvehicles 102 to impede collisions.

A bus 602 includes one or more parallel conductors of information sothat information is transferred quickly among devices coupled to the bus602. One or more processors 604 for processing information are coupledwith the bus 602.

The processor (or multiple processors) 604 performs a set of operationson information as specified by computer program code related tocontrolling one or more unmanned vehicles 102. The computer program codeis a set of instructions or statements providing instructions for theoperation of the processor 604 and/or the computer system 600 to performspecified functions. The code, for example, may be written in a computerprogramming language that is compiled into a native instruction set ofthe processor 604. The code may also be written directly using thenative instruction set (e.g., machine language). The set of operationsinclude bringing information in from the bus 602 and placing informationon the bus 602. The set of operations also typically include comparingtwo or more units of information, shifting positions of units ofinformation, and combining two or more units of information, such as byaddition or multiplication or logical operations like OR, exclusive OR(XOR), and AND. Each operation of the set of operations that can beperformed by the processor is represented to the processor byinformation called instructions, such as an operation code of one ormore digits. A sequence of operations to be executed by the processor604, such as a sequence of operation codes, constitute processorinstructions, also called computer system instructions or, simply,computer instructions. The processors 604 may be implemented asmechanical, electrical, magnetic, optical, chemical, or quantumcomponents, among others, alone or in combination.

The computer system 600 also includes a memory 606 coupled to the bus602. The memory 606, such as a Random Access Memory (RAM) or any otherdynamic storage device, stores information including processorinstructions for storing information and instructions to be executed bythe processor 604. The dynamic memory 606 allows information storedtherein to be changed by the computer system 600. RAM allows a unit ofinformation stored at a location called a memory address to be storedand retrieved independently of information at neighboring addresses. Thememory 606 is also used by the processor 604 to store temporary valuesduring execution of processor instructions. The computer system 600 alsoincludes a Read Only Memory (ROM) or any other static storage devicecoupled to the bus 602 for storing static information, includinginstructions, that is not changed by the computer system 600. Somememory is composed of volatile storage that loses the information storedthereon when power is lost. Also coupled to the bus 602 is anon-volatile (persistent) storage device 608, such as a magnetic disk, asolid state disk, optical disk or flash card, for storing information,including instructions, that persists even when the computer system 600is turned off or otherwise loses power.

Information, including instructions for controlling one or more unmannedvehicles 102 is provided to the bus 602 for use by the processor 604from an external input device 610, such as a keyboard containingalphanumeric keys operated by a human user, a microphone, an Infrared(IR) remote control, a joystick, a game pad, a stylus pen, a touchscreen, or a sensor. The sensor detects conditions in its vicinity andtransforms those detections into physical expression compatible with themeasurable phenomenon used to represent information in the computersystem 600. Other external devices coupled to the bus 602, usedprimarily for interacting with humans, include a display 612, such as aCathode Ray Tube (CRT), a Liquid Crystal Display (LCD), a Light EmittingDiode (LED) display, an organic LED (OLED) display, active matrixdisplay, Electrophoretic Display (EPD), a plasma screen, or a printerfor presenting text or images, and a pointing device 616, such as amouse, a trackball, cursor direction keys, or a motion sensor, forcontrolling a position of a small cursor image presented on the display612 and issuing commands associated with graphical elements presented onthe display 612, and one or more camera sensors 614 for capturing,recording and causing to store one or more still and/or moving images(e.g., videos, movies, etc.) which also may comprise audio recordings.Further, the display 612 may be a touch enabled display such ascapacitive or resistive screen. In some embodiments, for example, inembodiments in which the computer system 600 performs all functionsautomatically without human input, one or more of the external inputdevice 610, and the display device 612 may be omitted.

In the illustrated embodiment, special purpose hardware, such as an ASIC616, is coupled to the bus 602. The special purpose hardware isconfigured to perform operations not performed by the processor 604quickly enough for special purposes. Examples of ASICs include graphicsaccelerator cards for generating images for the display 612,cryptographic boards for encrypting and decrypting messages sent over anetwork, speech recognition, and interfaces to special external devices,such as robotic arms and medical scanning equipment that repeatedlyperform some complex sequence of operations that are more efficientlyimplemented in hardware.

The computer system 600 also includes one or more instances of acommunication interface 618 coupled to the bus 602. The communicationinterface 618 provides a one-way or two-way communication coupling to avariety of external devices that operate with their own processors, suchas printers, scanners and external disks. In general, the coupling iswith a network link 620 that is connected to a local network 622 towhich a variety of external devices with their own processors areconnected. For example, the communication interface 618 may be aparallel port or a serial port or a Universal Serial Bus (USB) port on apersonal computer. In some embodiments, the communication interface 618is an Integrated Services Digital Network (ISDN) card, a DigitalSubscriber Line (DSL) card, or a telephone modem that provides aninformation communication connection to a corresponding type of atelephone line. In some embodiments, the communication interface 618 isa cable modem that converts signals on the bus 602 into signals for acommunication connection over a coaxial cable or into optical signalsfor a communication connection over a fiber optic cable. As anotherexample, the communications interface 618 may be a Local Area Network(LAN) card to provide a data communication connection to a compatibleLAN, such as Ethernet or an Asynchronous Transfer Mode (ATM) network. Inone embodiment, wireless links may also be implemented. For wirelesslinks, the communication interface 618 sends or receives or both sendsand receives electrical, acoustic or electromagnetic signals, includinginfrared and optical signals that carry information streams, such asdigital data. For example, in wireless handheld devices, such as mobiletelephones like cell phones, the communication interface 618 includes aradio band electromagnetic transmitter and receiver called a radiotransceiver. In certain embodiments, the communication interface 618enables connection to the communication network 106 for controlling oneor more unmanned vehicles 102. Further, the communication interface 618can include peripheral interface devices, such as a thunderboltinterface, a Personal Computer Memory Card International Association(PCMCIA) interface, etc. Although a single communication interface 618is depicted, multiple communication interfaces can also be employed.

The term “computer-readable medium” as used herein refers to any mediumthat participates in providing information to the processor 604,including instructions for execution. Such a medium may take many forms,including, but not limited to, computer-readable storage medium (e.g.,non-volatile media, volatile media), and transmission media.Non-transitory media, such as non-volatile media, include, for example,optical or magnetic disks, such as the storage device 608. Volatilemedia include, for example, the dynamic memory 606. Transmission mediainclude, for example, twisted pair cables, coaxial cables, copper wire,fiber optic cables, and carrier waves that travel through space withoutwires or cables, such as acoustic waves, optical or electromagneticwaves, including radio, optical and infrared waves. Signals includeman-made transient variations in amplitude, frequency, phase,polarization or other physical properties transmitted through thetransmission media. Common forms of computer-readable media include, forexample, a floppy disk, a flexible disk, hard disk, magnetic tape, anyother magnetic medium, a USB flash drive, a Blu-ray disk, a CD-ROM,CDRW, DVD, any other optical medium, punch cards, paper tape, opticalmark sheets, any other physical medium with patterns of holes or otheroptically recognizable indicia, a RAM, a PROM, an EPROM, a FLASH-EPROM,an EEPROM, a flash memory, any other memory chip or cartridge, a carrierwave, or any other medium from which a computer can read. The termcomputer-readable storage medium is used herein to refer to anycomputer-readable medium except transmission media.

Logic encoded in one or more tangible media includes one or both ofprocessor instructions on a computer-readable storage media and specialpurpose hardware, such as ASIC 616.

The network link 620 typically provides information communication usingtransmission media through one or more networks to other devices thatuse or process the information. For example, the network link 620 mayprovide a connection through the local network 622 to a host computer624 or to ISP equipment operated by an Internet Service Provider (ISP).

A computer called a server host 626, connected to the Internet, hosts aprocess that provides a service in response to information received overthe Internet. For example, the server hosts 626 hosts a process thatprovides information representing video data for presentation at thedisplay 612. It is contemplated that the components of the computersystem 600 can be deployed in various configurations within othercomputer systems, e.g., the host 624 and the server 626.

At least some embodiments of the invention are related to the use of thecomputer system 600 for implementing some or all of the techniquesdescribed herein. According to one embodiment of the invention, thosetechniques are performed by the computer system 600 in response to theprocessor 604 executing one or more sequences of one or more processorinstructions contained in the memory 606. Such instructions, also calledcomputer instructions, software and program code, may be read into thememory 606 from another computer-readable medium such as the storagedevice 608 or the network link 620. Execution of the sequences ofinstructions contained in the memory 606 causes the processor 604 toperform one or more of the method steps described herein. In alternativeembodiments, hardware, such as the ASIC 616, may be used in place of orin combination with software to implement the invention. Thus,embodiments of the invention are not limited to any specific combinationof hardware and software, unless otherwise explicitly stated herein.

Various forms of computer readable media may be involved in carrying oneor more sequence of instructions or data or both to the processor 604for execution. For example, instructions and data may initially becarried on a magnetic disk of a remote computer such as the host 624.The remote computer loads the instructions and data into its dynamicmemory 606 and sends the instructions and data over a telephone lineusing a modem. A modem local to the computer system 600 receives theinstructions and data on a telephone line and uses an infra-redtransmitter to convert the instructions and data to a signal on aninfra-red carrier wave serving as the network link 620. An infrareddetector serving as the communication interface 618 receives theinstructions and data carried in the infrared signal and placesinformation representing the instructions and data onto the bus 602. Thebus 602 carries the information to the memory 606 from which theprocessor 604 retrieves and executes the instructions using some of thedata sent with the instructions. The instructions and data received inthe memory 606 may optionally be stored on the storage device 608,either before or after execution by the processor 604.

VII. Alternative Embodiments

While certain embodiments of the invention are described above, andFIGS. 1-6 disclose the best mode for practicing the various inventiveaspects, it should be understood that the invention can be embodied andconfigured in many different ways without departing from the spirit andscope of the invention.

For example, embodiments are disclosed above in the context of anunmanned vehicle. However, embodiments are intended to include orotherwise cover any type of unmanned vehicle or an optionally mannedvehicle, including, an unmanned or optionally manned aerial vehicle, anunmanned or optionally manned terrestrial vehicle (for example, a car),an unmanned or optionally manned aquatic vehicle, an unmanned oroptionally manned railed vehicles, an unmanned or optionally mannedspacecraft, a drone, a gyrocopter etc. In fact, embodiments are intendedto include or otherwise cover any configuration of an unmanned vehicleor an optionally manned vehicle.

Exemplary embodiments are also intended to cover any additional oralternative components of the unmanned vehicle disclosed above.Exemplary embodiments are further intended to cover omission of anycomponent of the unmanned vehicle disclosed above.

Embodiments are disclosed above in the context of controlling anunmanned vehicle or an optionally manned vehicle in order to impede oravoid collisions between the unmanned vehicle or the optionally mannedvehicle, and a companion vehicle.

Embodiments are disclosed above in the context of controlling anunmanned vehicle or an optionally manned vehicle in order to impede oravoid collisions between the unmanned vehicle or the optionally mannedvehicle, and an obstacle. Embodiments are intended to cover anyobstacle, such as, but not restricted to, trees, hills, mountains,buildings, towers, corals, waterbodies, sand banks, orbital debris andso forth. Embodiments are also intended to cover any movable obstacle,such as, but not restricted to, birds, aircraft, watercraft, spacecraft,terrestrial vehicles, and so forth.

Exemplary embodiments are also intended to include and/or otherwisecover a V-formation of the unmanned vehicle swarm or a fleet of unmannedvehicles, which can cause each of the unmanned vehicles to be wellseparated. The separation of the unmanned vehicles can allow each of theunmanned vehicles to individually receive current position and plannedpath data, and mutually modify their trajectories to impede collisions.However, embodiments of the disclosed subject matter are intended toinclude or otherwise cover any type of formation that may be beneficial.

Embodiments are intended to cover fleets of unmanned vehicles, fleets ofoptionally manned vehicles, or fleets having both unmanned vehicles andoptionally manned vehicles. Embodiments are also intended to include orotherwise cover methods or techniques of sharing current position andplanned path among unmanned vehicles and/or optionally manned vehiclesin a fleet, so that each of the unmanned vehicles or optionally mannedvehicles in the fleet can autonomously adjust their positions to impedeor avoid vehicle-to-vehicle and/or vehicle-to-obstacle collision.

Embodiments are also intended to include or otherwise cover methods ofmanufacturing the unmanned vehicle disclosed above. The methods ofmanufacturing include or otherwise cover processors and computerprograms implemented by processors used to design various elements ofthe unmanned vehicle disclosed above.

Exemplary embodiments are intended to cover all software or computerprograms capable of enabling processors to implement the aboveoperations, designs and determinations. Exemplary embodiments are alsointended to cover any and all currently known, related art or laterdeveloped non-transitory recording or storage mediums (such as a CD-ROM,DVD-ROM, hard drive, RAM, ROM, floppy disc, magnetic tape cassette,etc.) that record or store such software or computer programs. Exemplaryembodiments are further intended to cover such software, computerprograms, systems and/or processes provided through any other currentlyknown, related art, or later developed medium (such as transitorymediums, carrier waves, etc.), usable for implementing the exemplaryoperations of airbag housing assemblies disclosed above.

While the subject matter has been described in detail with reference toexemplary embodiments thereof, it will be apparent to one skilled in theart that various changes can be made, and equivalents employed, withoutdeparting from the scope of the invention. All related art referencesdiscussed in the above Background section are hereby incorporated byreference in their entirety.

What is claimed is:
 1. A method of controlling a plurality of unmannedvehicles, each of the plurality of unmanned vehicles including and beingoperatively coupled to a respective controller, the method comprising:communicating, by a communication unit, with an other unmanned vehicleof the plurality of unmanned vehicles, independent of a specific one ofthe plurality of the unmanned vehicles being a primary said unmannedvehicle to communicate and control the other of the unmanned vehicles;receiving, at the respective controller, and sharing a planned path ofeach of the plurality of unmanned vehicles, and sharing a currentposition of each of the plurality of unmanned vehicles for enhancedestimation of distances among the plurality of unmanned vehicles, thecontroller of each of the plurality of unmanned vehicles performing acommunicating, controlling various operations, including coordinatingmovement, and interfacing with other unmanned vehicle of the pluralityof unmanned vehicles; determining, by each controller, relativepositions of the plurality of unmanned vehicles with respect to eachother based on the planned path and the current position of each of theplurality of unmanned vehicles; and controlling, by each controller, amovement of each of the plurality of unmanned vehicles based on at leastthe relative positions of the plurality of unmanned vehicles; detecting,via at least one unmanned vehicle, an obstacle; estimating, by eachcontroller, potential collisions of at least one of the plurality ofunmanned vehicles with the obstacle based on at least the currentposition and the planned path of each of the plurality of unmannedvehicles; controlling, by each controller, the movement of each of theplurality of unmanned vehicles in order to impede the potentialcollisions; and informing a neighboring unmanned vehicle of theplurality of unmanned vehicles about a speed profile of the path, analtitude profile of the path, horizontal profile of the path, and afully calculated path trajectory, wherein the controlling is performedat least independent of a base station controller.
 2. The method ofclaim 1, wherein the planned path comprises a speed profile of the path,an altitude profile of the path and a horizontal profile of the path. 3.The method of claim 1, wherein the current position comprises a currentlocation, a current altitude, a current speed and a current heading ofeach of the plurality of unmanned vehicles.
 4. The method of claim 1,wherein relative positions of the plurality of unmanned vehiclescomprise relative distances between the plurality of unmanned vehiclesand relative orientations between the plurality of unmanned vehicles. 5.The method of claim 1, further comprising: estimating, by thecontroller, one or more potential collisions between the plurality ofunmanned vehicles based on at least the relative positions of theplurality of unmanned vehicles; and controlling, by the controller, themovement of each of the plurality of unmanned vehicles in order toimpede the one or more potential collisions.
 6. The method of claim 1,further comprising determining, by the controller, the current positionof each of the plurality of unmanned vehicles by at least one ofsatellite navigation, relative vehicle telemetry, optical imaging, andranging tones.
 7. The method of claim 1, further comprising: receiving,at the controller, terrain data indicative of a terrain ahead of theplurality of unmanned vehicles; determining, by the controller, adynamic path of each of the plurality of unmanned vehicles based on atleast the terrain data, and the current position and the planned path ofeach of the plurality of unmanned vehicles; and controlling, by thecontroller, the movement of each of the plurality of unmanned vehiclesbased on the dynamic path of the corresponding unmanned vehicles.
 8. Anunmanned vehicle for use with a companion unmanned vehicle, thecompanion unmanned vehicle including an unmanned second controller, theunmanned vehicle comprising: a first controller that is different fromthe second controller located on the unmanned vehicle, the firstcontroller including the same structure components as the unmannedsecond controller, wherein the first controller includes a locationunit, a path planning unit, a communication unit, a position unit, acontrol unit and the detection unit, wherein the first controller andsaid unmanned second controller are configured to communicate, controlvarious operations, including coordinating movement, and interface witheach other independent of a specific one of the unmanned vehicles andthe companion unmanned vehicle being a primary vehicle to communicateand control with the other unmanned vehicle, wherein the location unitincludes at least one of a satellite navigation module, a camera, aninertial navigation unit, accelerometers and gyroscopes, configured todetermine a current position of the unmanned vehicle, wherein the pathplanning unit is configured to generate a planned path of the unmannedvehicle, wherein the communication unit includes at least one of a VHFradio, UHF radio and satellite communication radio configured towirelessly communicate with the companion unmanned vehicle, thecommunication unit further configured to receive and share a plannedpath of the companion unmanned vehicle and a current position of thecompanion unmanned vehicle for enhanced estimation of distances betweenthe two unmanned vehicles, wherein the position unit includes at leastone of ranging tones, and point-to-point communication technologyconfigured to determine a relative position between the unmanned vehicleand the companion unmanned vehicle based on at least the planned path ofthe unmanned vehicle, the planned path of the companion unmannedvehicle, the current position of the unmanned vehicle and the currentposition of the companion unmanned vehicle, wherein the control unit isconfigured to control a movement of the unmanned vehicle based on atleast the relative position between the unmanned vehicle and thecompanion unmanned vehicle, wherein the detection unit includes at leastone of an imaging unit, an infrared detector, RADAR, an object sensorand a proximity sensor configured to detect an obstacle, wherein theposition unit is further configured to estimate a potential collision ofthe obstacle with at least one of the unmanned vehicle and the companionunmanned based on the current position and the planned path of each ofthe unmanned vehicles and the companion unmanned vehicle, wherein thecontrol unit is further configured to control the movement of theunmanned vehicle in order to impede the potential collision, and whereinthe planned path includes a speed profile of the path, an altitudeprofile of the path, horizontal profile of the path, and a fullycalculated path trajectory.
 9. The unmanned vehicle of claim 8, whereina plurality of unmanned vehicles is comprised of the unmanned vehicleand the companion unmanned vehicle, and wherein the current positioncomprises a current location, a current altitude, a current speed and acurrent heading of each of the plurality of unmanned vehicles.
 10. Theunmanned vehicle of claim 8, wherein a plurality of unmanned vehicles iscomprised of the unmanned vehicle and the companion unmanned vehicle,and wherein relative positions of the plurality of unmanned vehiclescomprise relative distances between the plurality of unmanned vehiclesand relative orientations between the plurality of unmanned vehicles.11. The unmanned vehicle of claim 8, wherein the position unit isfurther configured to estimate a potential collision between theunmanned vehicle and the companion unmanned vehicle based on therelative position, and wherein the control unit is further configured tocontrol the movement of the unmanned vehicle in order to impede thepotential collision.
 12. The unmanned vehicle of claim 8, wherein aplurality of unmanned vehicles is comprised of the unmanned vehicle andthe companion unmanned vehicle, and wherein the location unit isconfigured to determine the current position of each of the plurality ofunmanned vehicles by at least one of satellite navigation, relativevehicle telemetry, optical imaging, and ranging tones.
 13. The unmannedvehicle of claim 8, wherein the unmanned vehicle is at least one of anunmanned aerial vehicle, an unmanned terrestrial vehicle, an unmannedaquatic vehicle, an unmanned space vehicle and an optionally mannedvehicle.
 14. The unmanned vehicle of claim 8, wherein the position unitand the location unit use point-to-point communication of send and/orreceive, directly, information to and/or from the companion unmannedvehicle absent an intermediary.
 15. A system, comprising: a plurality ofunmanned vehicles spaced from each other, each of the plurality ofunmanned vehicles including: a location unit that includes at least oneof a satellite navigation module, a camera, an inertial navigation unit,accelerometers and gyroscopes, configured to determine a currentposition of the unmanned vehicle; and a path planning unit that isconnected to the location unit and is configured to generate a plannedpath of the unmanned vehicle; and a controller that is connected to thelocation unit and the path planning unit and is disposed incommunication with the plurality of unmanned vehicles, the controllerconfigured to: receive and share the planned path of each of theplurality of unmanned vehicles and the current position of each of theplurality of unmanned vehicles for enhanced estimation of distancesamong the plurality of unmanned vehicles; determine relative positionsof the plurality of unmanned vehicles with respect to each other basedon the planned path and the current position of each of the plurality ofunmanned vehicles; and control a movement of the corresponding unmannedvehicle based at least on the relative positions of the unmannedvehicles, where: the controller of each of the plurality of unmannedvehicles communicating, controlling various operations, includingcoordinating movement, and interfacing with other of the unmannedvehicles of the plurality of unmanned vehicles independent of a specificone of the plurality of the unmanned vehicles being a primary unmannedvehicle to communicate and control the other of the unmanned vehicles,the controller includes a location unit, a path planning unit, acommunication unit, a position unit, a control unit and the detectionunit, the detection unit includes at least one of an imaging unit, aninfrared detector, RADAR, an object sensor and a proximity sensorconfigured to detect an obstacle, the position unit is furtherconfigured to estimate a potential collision of the obstacle with atleast one of the plurality of the unmanned vehicle based on the currentposition and the planned path of each of the plurality of unmannedvehicles, and the control unit is further configured to control themovement of the unmanned vehicle in order to impede the potentialcollision, wherein the planned path includes a speed profile of thepath, an altitude profile of the path, horizontal profile of the path,and a fully calculated path trajectory.
 16. The system of claim 15,wherein the controller is further configured to: estimate at least onepotential collisions between the plurality of unmanned vehicles based onat least the relative positions of the plurality of unmanned vehicles;and control the movement of the corresponding unmanned vehicle in orderto impede the potential collisions.
 17. The system of claim 15, whereinthe location unit of each of the plurality of unmanned vehicles isconfigured to determine the current position of each of the plurality ofunmanned vehicles by at least one of satellite navigation, relativevehicle telemetry, optical imaging, and ranging tones.
 18. The system ofclaim 15, wherein the controller is further configured to: retrieveterrain data indicative of a terrain ahead of the plurality of unmannedvehicles; determine a dynamic path for each of the plurality of unmannedvehicles based on at least the terrain data, and the current positionand the planned path of each of the plurality of unmanned vehicles; andcontrol the movement of the each of the plurality of unmanned vehiclesbased on the dynamic path of the corresponding unmanned vehicles.